Air-brake.



W. vx TURNER & c. 0. PARMER.

AIR BRAKE.

APPLICATION FILED N0v.1s, 1904 Patented Aug. 17, 1909.

' for operating the air. brake system. and one pressing the air and be greatlyoverloaded c invention relates to automatic air L L are, that is snot-or cars throughout the train.

srarrss reruns r ALTER V. TURNER, OF WILKINSBURG, PENNSYLVANIA, AND CLYDE O. FARMEB,'OF

CHICAGO, ILLINOIS,;ASSIGNORS TO THE WESTINGHOUSE AIR BRAKE COMPANY, or

PITTSBURG, PENNSYLVANIA, A- CORPORATION OF PENNSYLVANIA.

Ara-Beam.

Llo all whom it may concern:

Be it blown that we, WALTER V. TURNER and Crane C. 'FARMER, citizens of the United States, residing, respectively, at Wilkinshurg, county of Allegheny, State of Fennsylvania, and Chicago, county of Cook, and of Illinois, have invented a certain new and useful Improvement in Air-Brakes, of 'arhichthefollowing is a specification.

brake systems for railway cars, and is more especially adapted for use in connection with lectrically propelled cars which are operred either singly or in trains. 'In this class up in a train, each car, or at least a pluty of cars of the train, are usually motor they are provided with power tors and train control apparatus for conolling the motors of all the cars from any stile of said cars. These cars are also usually provided with motor driven aivcompressors reservoirs for storing the compressed air or the objects of this invention is to provide improved equipment of this type, 1n

which the compressed air from all the pumps and reservoirs throughout the train may be utilized in the operation of the brake system and that said system may be controlled from any one or the brake valves or any one of the It has heretofore been proposed to provide a main reservoir pipe line extending through the train for connecting up all of the main reservoirs, but with-such an arrangement it has been found necessary to employ some means for securing simultaneous action of Specification of Letters Patent. Application filed-November 19,1904. Serial No. 233,410.

the governors for the air compressors on the several cars, as otherwise one pump would be required to do nearly all the work or co1nwhile the other pumps were idle. Another objection to the high pressure main reservoir line is that thedanger of burst hose and leaks is much greater than on the train pipe line Where the degree of pressure carried is less. In order to overcome these objections and at the sands" time secure the benefit'of all the air compressors and main reservoirs through the train, we employ What may be termed a control pipe line which is connected up to ef'ch main reservoir through a feed or reducing'valve, by nieansof which 1 Patented. Aug. 1.17, 1909.

the maximum degree of pressure supplied to the control pipe line is reduced to the nor- Inal degree of train pipe pressure carried in the system.

Another feature of our invention C0111- prises a communication from the control pipe line to the auxiliary reservoir, whereby the auxiliary reservoirs may be quickly recharged upon release of the brakes."

Still another feature of our invention relates to the control of the supply of airfroni the control pipe line to the auxiliary reset voir side of the triple valve piston, whereby a graduated release of the brakes may be secured. r 1

These and other featuresof our invention -Will now be more fully describedin connec" tion with the accompanying. drawing, in which Figure 1 is a diagram of'an air brake equipment embodying our improvements and applied to a train or three cars, two of which are indicated as motor cars having motor driven air compressors-andmain reservoirs, while the other car is indicated as a trailer car having no motors or reservoir; Fig. 2 is a vertical longitudinal section-of our improved triplevalve device; Fig.;3"is

a vertical sect-ion of the motormans brake valve; Fig. 4 is a plan View showing the brake valve seat; and Fig. 5 a plan" of the rotary valve of the brake valve. I

The usual automatic air brake equipment for this class of service comprises a train pipe 1, auxiliary reservoir 2, triple valve 3; brake cylinder 4, main reservoir 5, motor driven air pump 6, pressure governor 7', and a brake valve 8 at each end of the'car',-allof which may be of the usual standard 0011 striictioi'i, although according to one feature of our nvention we proved form of triple valve device having prefer to employ an immeans for controlling the supply of air to the auxiliary reservoir, as .more fully dc scribed hereinafter. 1

According to the first feature of our. in? vention, we employ in addition to the train pipe line a control pipe line ,9, extending through the train and provided with the usual hose and couplings between'the"'cal"'s. Thebrake valves may be connected by the usual branch control pipe, while the main reservoir or source of fluid under pressure is connectedpipes' with the train pipe and to the control pipe line through the feed or reducing valve 10, which is'setfto limit the maximum degree of pressure in the control pipe line to the desired'normal degree of train pipe nrssure. In this wfay all of the pumps and reservoirs are utilived in supplying the compressed air for perating the system and the pressure in the control pipe line is-constantly maintained at the desired maximum degree, while each air pump and governor operate independently of the others for maintaining the desired excess pressure in the main reservoir ttor each particular car.

Any desired construction of brake valve may be used, but we have shown in Figs. 3, i, and 5 a preferred form of the rotarytype having a valve seat containing port 11 communicating with the control pipe line, port 12 leading'to the train pipe, and port 13 leading to the exhaust outlet passage 14-. The rotary valve 15 contains a through port 16 and a large cavity 17 having an opening 18 communicating with the exhaust port 13, and an opening 19 adapted to register with the train pipe port 12 in application positions of the valve.

In order to rapidly restore the pressure in the auxiliary reservoir upon release of the brakes, a connection is made by a branch pipe 20 with the control pipe line 9, and any desired valve mechanism operated by variations in train pipe pressure may be used for controlling the low through said connection. As a preferred means for this purpose, we employ an improved triple valve device, shown more particularly in Fig 2, having the usual piston 21, main slide valve 22, graduating slide valve 23, feetl groove 32, service port 24L, brake cylinder port 2G, and exhaust port 30. According. to our improvement the main slide valve seat is provided with an additional port .9 communieating with the branch pipe 2 of the control pipe line, and the main slide valve is provided with additional ports 25, 31 and 28 adapted to communicate respectively with the brake cylinder port 26, the exhaust port 30, and the control line port 2%), when the valve is in release position. These ports 25 31 and 28 in the mam slide valve are controlled by the small graduating slide valve having cavity 27.

The operation of our improved apparatus is as follows: The control pipe line being supplied with air from the main reservoir through the feed valves atthe desired normal maximum degree of train pipe pressure all the brake valves except the one at the head end of the train are cut out or set in lap position, and the head brake valve is set in release or running position, in which the port 16 of valve 15 registers with ports ll and 12 in the alve seat thereby opening (Ull'llllllllltzlll()ll from the control pipe line to the train pipe line and charging the same and the auxiliary reservoirs to the same normal degree of pressure. in application of the brakes is made by turning the brake valve to service application position, in which the small extension of port 19 registers with train pipe port 12 thereby causing the desired reduction in train pipe pressure, after which the brake valve is turned to lap position. This reduction in train pipe pressure causes the triple valve device to act in the usual way to supply air from the auxiliary reservoir to the brake cylinder. The port 29 in the triple valve is closed by the first movement of the slide valve toward service position, and so cuts off communication from the control pipe line to the auxiliary reservoir. If then it be desired to release the brakes completely, the brake valve is thrown back to release position and air from the control pipe line at the maximum degree of train pipe pressure is turned into the train pipe, which is then at a reduced pressure, lease position. This opens up the port 29, whereby the auxiliary reservoirs are then recharged rapidly, since the air may flow from the control pipe line directly into the triple valve chamber and auxiliary reservoir through ports 29 and 2S, and also from the train pipe through the usual feed groove If, after the brakes are applied, it

should be desired to grade down the brake cylinder pressure a certain amount, this may be done by bringing the brake valve to release position for an instant and then turning to lap position. As the increased wave of air pressure enters the train pipe the triple valve moves to release position and the air from the brake cylinder begins to discharge to the atmosphere through ports 26, 25, 27, 81 and 30, but at the same time the ports and 28 are opened and air flows i i-i111 the control pipe line into the valve chamber upon the auxiliary reservoir side of the triple piston. This pressure immediately accumulates to a higher degree than that on the train pipe side of said piston, since the communication through the brake valve has been closed and moves the piston with the graduating slide valve back suiticiently to cut off communication between ports 25 and 31, thereby preventing further exhaust from the brake cylinder, and also closes inlet port 28, thus preventing further movement of the triple piston. Further re ductions in the brake cylinder pressure may be made in a similar manner and a graduated release of the brakes thereby secured.

It will be noted that. all of the main reserand moves all triple valves to re voirs assist in supplying air to the control earner.

iliary reservoir this pressure never diminishes below asafe workin degree even when many applications of the brakes are made in rapid succession;

This apparatus is designed so that each motor car has a complete equipment for operatinion the multiple unit principle, so that it will. e apparent that the action of the brake apparatus will be as complete and effective when the-pars are operated singly or when two or more motor cars are coupled up in trains either with or without trailer cars.

The invention is also adapted for use on steam railway cars as well, and it is not to be restricted-to any particular class of service. Having now described ourinvention, what we claim as new and desire to secure by Let ters Patent is 1. In an air brake, the'combination with a train pipe line and a control pipe line normally carrying air at a pressure difierent from that of the reservoir, of a brake valve connected to both pipe lines for controlling the train pipe pressure and a reservoir or source of air under pressure for supplying the control pipe line.

2. In an air brake, the combination on a plurality of cars of a plurality of reservoirs, a pipeline connecting, said reservoirs and normally carrying air at a pressure different from that in said reservoirs, a train pipe line, and a brake valve for controlling the train pipe pressure.

3. In an air brake, the combination with a train pipe and brake valve, of a control pipe line, a reservoir for supplying air to the control pipe line and means for limiting the maximum pressure in said control pipe to substantially equal the normal train pipe pressure.

4. In an air brake, the combination with a train pipe and brake valve, of a control pipe line, a reservoirfor supplying air to the control pipe line and a feed or reducing valve located between the reservoir and the control pipe line.

5. In an air brake, the combination with a train pipe and brake valve, of a control pipe line connected to the brake valve, and means for limiting the maximum pressure admitted to the control pipe line to the normal train pipe pressure.

. 6.. In an air brake, the combination. with 5 train pipe and brake valve, of a control pipe line connected to the brake valve, a reservoir for supplying air to the control pipe line and a reducing or feed valve located between the reservoir and the control pipe line.

7. In an air brake, the combination with a train pipe, brake valve and auxiliary resrvoir, of a control pipe line having a source or" pressure, and means" for supplying air trom the control pipe line to the auxiliary reservoir. a

8. In an air brake, the combination with a train pipe, brake .valve and auxiliary reservoir, of a control pipe l'inehaving .a source of pressure, and a valve device operatedby variations in train pipe pressure for conpipe tothe auxiliary reservoir. c i

9. In an air brake, the-combination with trolling the supply of air from the control train pipe, brake valve and auxiliary reservoir, of a control pipe line having a source of pressure, and a valve device operated by variations in train pipe pressure for con, trolling the supply of air from the control pipe and from the'train pipe to the auxiliary reservoir.

10. In an air brake, the combination with a train pipe, brake valve, and auxiliary reservoir, of a control plpe line connected to the brake valve and aving a source of pressure, and a valve device operated by variations in train pipe pressure for supplying air from the control pipe to the auxiliary reservoir. 11. In an air brake, the combination with a'train pipe, brake valve and-auxiliary reser voir, of a control pipe line, meanst for su plying air at the maximumdegree of train pipe pressure to the control pipe line and a valve device operated by variations in train pipe pressure for supplying air frhm the control pipe to the aux liaryreservoir.

l2. In an air brake, the combination with a main reservoir, train pipe, brake valve and auxiliary reservoir, of a control pipe line, a reducing valve located between the main reservoir and the control pipe line, and a valve device operated by variations in train pipe pressure for supplying air from the control pipe to the auxiliary reservoir.

13. In an air brake, the combination with a train pipe, brake valve, auxiliary reservoir, triple valve and brake cylinder, of a control pipe line, and means governed by the triple valve for controllin the supply of air from the control pi e to the auxiliary reservoir.

14. In an air brake, the combination with a train pipe, brake valve, auxiliary reservoir,

and from the train pipe to the auxiliary reservoir;

15. In an air brake, the combination wlth a train pipe, brake valve and auxiliary reservoir, of a control pipe line and a valve mechanism operated by an increase in train pipe pressure for opening communication from the control pipe to the auxiliary-roeervoir. V

16. In an air brake, the combination with v a train pipe, brake valve, auxiliary reservoir,

triple valve and brakcacylincler, of a control,

a control pipe line supplied with air from said source of pressure, a brake valve for controlling connnunication froin saicl control pipe line to the train pipe, and means for supplying air from the control pipe line to r 15 the auxiliary reservoir.

18. In a fluid pressure brake, the combination with a train pipe, triple valve and auxiliary reservoir, of a source of fluid pressure from which the trlple valve supplies air to i the auxiliary reservoir in the release position of the triple valve.

Iutestunony whereof we have hereunto set our hands:

\VALTER V. TURNER. CLYDE C. FAR-MEI} \Vitnesscs as to Turner:

R. 1*. EMERY, J AMES B. MAcDoNALn. lVitnesses as to Farmer:

A. L. Hunrrnnnr, M. H. BURCIIARD. 

